Track liner



Se t. 1, 1925.

F. R. SINNING TRACK LINER Filed March 21, 1923 2 Shun-r5110 1 EIIE\ 1625924 /F. SK/VIN? Ajiy.

Sept. 1, 1925. 1,552,014

F. R. SINNING TRACK LINER il March 1923 2 slum-sum 2.

Patented Sept. 1, 1925.

: UNITED STATES e iss: INN N R SE l Lmoxs- TLRAGK LINER.

Application filed March 21, 1923. Serial No.626,710.

This invention relates to a track liner and consists in an improvement of the structure shown in my copending application Serial No. 591,024, filed September 22, 1922.

The present track liner is so constructed that a clearance is always provided between it and the track and a passing car so that the car wheel of a. train may pass without interfering with the liner, in order that if a track hand should be adjusting the track with one of these liners while a train is approaching, he only needs pull. out the operating handle and escape.

This invention comprises the novel mechanism hereinafter described and more particularly pointed out and defined in the appended claims.

In the accompanying drawings, which illustrate a preferred embodiment of this invention, and in which similar reference numerals refer to similar features in the different views:

* Figure 1 is a fragmentary elevational view of my track liner.

Figure 2 is a top plan view thereof.

Figure 3 is a rear end elevational view of the liner.

Figure '4 is an enlarged sectional view of the liner in operative position alongside a railroad track with parts in elevation, and a portion of a wheel passing over the track Figure 5 is a rear elevational view of a car truck passing over the track liner to illustrate the position of the parts.

As shown on the drawings:

In referring now to the drawings, the liner is illustrated as comprising a base 1 having anchoring tangs 2 projecting downwardly from its bottom for firmly anchoring the same in the soil against lateral movement and vertical spaced ears 3 which slope forwardly, between which the operated mechanism or actuator 4 is fulcrumed. The actuator 4 is in the form of a lever having a socket in its upperHend-toidetachably ceive a handle 5 and a lower'forwardly pro- PA TENT :QEELCE.

jeeting serrated or notchedtoe 6 adaptecb for engaging the lower flange of a railroad to rail such as is illustrated by .the reference numeral '4', the upper limitof .thetoe being defined by a.projectionll abovewhich it .cannot engage a rail. The actuator. 4 is provided with a hollow bearing lug 8 atits upper forward end and abearing pin 98):. 1 tends through suitable. apertures. in the up;-

per ends of said ears and through said bear;

ing lug 8 whereby the actuator is pivotaly' 170 as A fulcrumed to said.supportingbase. j

It Will b rvedhatrp rat ng; actuator at its forward end, it will be behind the fulcrum point, and that by having the toe 6 extending sufliciently forward, it is possible to anchor the liner at a sufiicientlyspaced distance from th track so that the flange of a car wheel in passing will not strike the liner, as illustrated inFigs. 4 and 5, and in connection therewith the ears 3 are preferably of such a height that the pivot pin 9 will. lie below the top of the railroad rail, and the height of the actuator 4 is preferably lower than the top of the rail.

Between the ears 3, there is a partition 10 which terminates some distance below the top of the actuator 4 and forms a rear abutting wall therefor and limits the rearward throw of the actuator, making it necessary to properly space the liner with respect to the track when it is desired to engage the lower flange of the track with the actuator. In other words, it becomes impossible on account of the rear wall 10 to swing the handle 5. forwardly from the vertical position shown in Fig. 4. The toe 6 of the actuator, therefore, cannot be swung. any further rearward than shown in Fig. 4. So, in order to engage the toe 6 with the lower flange of the fail, the liner can be positioned no nearer to the track than is shown in Fig. 4, though it can be positionedfurther away if desired, as can be readily seen from an inspection of Fig. 4. The actuator therefore, may be said to have a predetermined range of movement. The height of the wall 10 is so designed with the latter may be swung on its pivot by exerting rearward pressure upon the handle 5',

Accordingly it might be said thatwhen the.

vertical axis of the actuator lies in a vertical plane, the actuator is locked from niovement in an inoperative direction and can only be moved or swung in an operative direction.

From the foregoing it will be apparent that a novel form of track liner has been provided which is so constructed that in operation it must always be sufficiently spaced from the track to allow a car to pass, providing of course that the handle has been removed by the attendant.

I am aware that numerous details of construction may be varied through a wide range without departing from the principles of this invention, and I therefore do not purpose limiting the patent granted otherwise than necessitated by the prior art.

I claim as my invention: a

1. In a track liner, a supporting base, ears extending from said base, a partition extending between said ears, an actuator pivoted between said ears at its upper forward end and having its rear wall in contact with said partition when the vertical axis of said actuator lies in a vertical plane.

2. In a track liner, a supporting base having anchoring means, an actuator pivoted to said base, the pivotal point of said actuator being at its upper forward end, and an abutment on said base adapted for engaging the rear wall of said actuator when the vertical axis thereof lies in a vertical plane, the lower end of said actuator projecting forwardly beyond said pivotal point and being notched for engaging an object to be moved.

3. In a track liner, a supporting base provided with anchoring means, an actuator pivoted upon said base at its upper forward end, and provided with a lower forwardly extending serrated toe adapted for engaging the lower flange of a railroad rail, the parts being so constructed that when the vertical axis of said actuator lies in a vertical plane a suflicient clearance is provided between the rail and liner for a passing car Wheel.

In testimony whereof I have hereunto subscribed my name. I

FRANK R. SINNING. 

